JP7208454B2 - System and method for assigning landing windows to aircraft in flight - Google Patents

Description

The present application relates to systems and methods for allocating landing time slots to aircraft in flight. In particular, but not by way of limitation, the systems and methods assign landing windows for in-flight aircraft based on the time the aircraft is airborne at departure. .

One of the current aviation industry challenges is to reduce congestion at major airports. The expansion of airports and the opening of new airports to meet this demand will not necessarily solve this problem, and many factors make airport expansion not always feasible.

Since 1977, global air traffic has doubled every 15 years and has continued to increase year after year. More than 100,000 flights arrive and depart from airports around the world every day. The technology installed in aircraft exceeds that of ground control (air traffic control) and air traffic management centers.

The International Air Transport Association (IATA) has identified approximately 300 airports worldwide with varying levels of congestion, Level 3 (most congested) and Level 2 (extremely congested). were rated as Most of these busy airports are in Europe (eg London's three major airports).

Apart from passenger complaints, congestion also causes environmental problems due to increased emissions. It also creates unnecessary costs, such as increased fuel consumption and flight cancellations, and adversely affects public relations (PR) for airports, their service providers, and related businesses.

A summary of the conventional procedure for landing an aircraft at an airport is as follows.

Airlines develop specific flight plans according to regulations and industry protocols. It takes into account the possible operational variables during landing and also allows for contingencies (eg reserve fuel due to diversion). A flight plan may include several draft plans before departure, with the final flight plan signed off by the captain.

Flights depart in accordance with normal airline, airport and Air Traffic Management (ATM) procedures. Especially at busy airports designated as Level 3 or Level 2 by the International Air Transport Association (IATA), departure slots are usually assigned to each flight. This has no bearing on the arrival time of the aircraft, simply to take off and move the aircraft into the airspace specified in its flight plan.

Once the aircraft has taken off (wheel-up), the on-board flight management system (FMS) sends a take-off notification (alert pin) from the aircraft to the airline's operations control center (OCC) via the aircraft air-ground data communication system (ACARS). ). Similar notifications are sent periodically during the flight as the aircraft passes predetermined wayfinding points along its flight plan route. This allows airlines to track aircraft in flight during any leg of the flight.

Approach control or (airport) terminal control coordinates the landing slots with the arrivals manager (A-MAN) for the day's airport operations. That is, landing slots are coordinated and assigned by an air traffic management provider (ATM), taking into account the capacity and operational constraints of the airspace on that day.

As the aircraft passes through various jurisdictions, it may be instructed to change position, altitude or speed, which will affect its final arrival time.

Any changes are entered into the Flight Management System (FMS), which adjusts the flight times. Positional alert messages are sent to the airline's operation control center (OCC) through the ACARS system (Aircraft Communication Addressing and Reporting System), allowing the airline to monitor the flight status.

Ideally, the flight should be able to land as soon as it arrives at the airport, and request a landing slot when the aircraft reaches approach. Approach control coordinates aircraft landings to the capacity of the airspace for the day. However, this method is subject to weather, airspace congestion, operational delays and medical emergencies, all of which affect the flow of air traffic management.

At busy airports, approach control often instructs aircraft to hold in the air until a landing slot becomes available.

Aircraft instructed to hold are forced to hold in the air or in a stack or extended vector until cleared to land. This can take up to 20 minutes, or even longer if there are restrictions due to operational conditions on the day.

Eventually, when a landing slot becomes available, the aircraft is cleared to land and released from the air hold.

It is clear from the above overview that a major problem with conventional methods for landing an aircraft at an airport is to hover the aircraft in the landing airport airspace.

Accordingly, there is a need for systems and methods that overcome at least some of the shortcomings of conventional methods.

Accordingly, the present invention provides a computer implemented method for allocating landing windows to aircraft in flight. The implementation method consists of the following procedures or means.
procedures for receiving flight plans from aircraft;
Procedures for the aircraft to send take-off time details (messages) to the Operations Controller,
a procedure for relaying messages from the operations controller to the slot allocator,
procedures for the slot allocator to analyze aircraft flight times and variable information;
The procedure by which the slot allocator calculates a particular time frame for an aircraft to reach a predetermined geographical position (also known as a geographical position);
and a procedure for assigning landing windows to aircraft in flight, based on calculations;
A computer-implemented method for allocating landing windows to an in-flight aircraft.

In one aspect of the invention, the landing window may be assigned within a predetermined time after the aircraft has taken off.

In another aspect of the invention, the landing window is assigned within three minutes after the aircraft takes off.

Yet another aspect of the invention consists of reassigning the landing window when the aircraft is not expected to reach a given route point at a particular time.

In one aspect of the invention, aircraft landing windows may be reassigned in response to changes in variable information.

In one aspect of the invention, the variable information is indicative of at least one of weather, airspace congestion, operational delays, or medical emergencies, or other variable factors.

In another aspect of the invention, the aircraft can be directed to arrive at a predetermined route point within a specified time.

A further aspect of the invention is to instruct the aircraft to land at the destination airport within the allotted landing time without waiting.

In one aspect of the invention, an initial scheduled landing time slot may be assigned to the aircraft prior to takeoff of the aircraft.

In another aspect of the invention, arrival times are determined by slot allocator analysis and are not compatible with the initial scheduled landing window.

In one aspect of the invention, an algorithm is initiated to search for an alternative landing time slot among the multiple available landing time slots.

In a further aspect of the invention, the algorithm determines the allocation of landing windows.

The present disclosure also relates to a system for assigning landing windows to aircraft in flight. This system consists of the following means or procedures.
Means by which aircraft receive flight plans Means by which aircraft take-off time details are sent to Operations Controller Means by which messages are relayed from Operations Controller to slot allocator Slot allocator recognizes aircraft flight times and variable means for the slot allocator to calculate a particular time slot within which the aircraft should reach a point on a given route; and based on the calculation, assign a landing window to the aircraft in flight. Means for assigning.

One aspect of the invention comprises means for reassigning landing windows when an aircraft is not expected to reach a given route point at a particular time.

Another aspect of the invention comprises means for directing an aircraft to reach a predetermined route point within a specified time.

A further aspect of the invention comprises means for instructing the aircraft to land at the destination airport within the allotted landing time without waiting.

Furthermore, the present disclosure relates to a processor readable medium article embodying program code which, when executed by a processing device, causes the processing device to perform the following: be.
means for receiving a flight plan from an aircraft;
means for the aircraft to transmit take-off time details to the operations controller;
means for relaying messages from the operations controller to the slot allocator;
means by which the slot allocator analyzes aircraft flight times and variable information;
means for the slot allocator to calculate a particular time frame within which the aircraft should reach a point on a given route;
and means for assigning landing windows to aircraft in flight, based on calculations.

Further, the present disclosure relates to a method for allocating landing windows to aircraft in flight. The method consists of the following means.
means for receiving a flight plan from an aircraft;
means for the aircraft to transmit take-off time details to the operations controller;
means for relaying messages from the operations controller to the slot allocator;
means by which the slot allocator analyzes aircraft flight times and variable information;
means for the slot allocator to calculate a particular time frame within which an aircraft should reach a point on a given route;
a means of directing an aircraft to reach a point on a given route within a specified time;
and a means of assigning a landing window to an aircraft in flight if it reaches a point on a given route within a specified time.

Additionally, the present disclosure relates to a system for assigning landing windows to aircraft in flight. The system comprises one or more processors configured to perform the following means.
means for receiving a flight plan from an aircraft;
means for the aircraft to transmit take-off time details to the operations controller;
means for relaying messages from the operations controller to the slot allocator;
means by which the slot allocator analyzes aircraft flight times and variable information;
means for the slot allocator to calculate a particular time slot within which an aircraft should arrive at a point on a given route;
a means of directing an aircraft to reach a point on a given route within a specified time;
and a means of assigning a landing window to an aircraft in flight if it reaches a point on a given route within a specified time.

In another aspect of the invention, the present disclosure is directed to a computer implemented method for allocating landing windows to aircraft at an airport. assign a pre-determined arrival time slot to the aircraft, receive notification indicating the time the aircraft departed from the departure airport, determine the estimated time of arrival based on the aircraft's take-off time regardless of the pre-determined scheduled landing window, and Initiate a slot assignment algorithm to find an alternate landing window based on airport arrival time. The alternate landing window is also as close as possible to the scheduled arrival time within a set of available landing windows. Thus, it comprises means for allocating alternative landing windows to the aircraft.

The method of the present invention can notify an airport's arrivals manager system of alternative landing windows.

The method of the present invention can take confirmation that the assigned alternate landing window has been accepted by the arrival management system.

The method of the present invention communicates the assigned alternate landing window to the aircraft after confirmation is obtained. If desired, this relay can take place at the airline's operations control center.

The method of the present invention can record the assigned alternate landing window in a database after confirmation is obtained.

If the method of the present invention determines that the default landing window does not accommodate the scheduled arrival time of the aircraft, then the algorithm accesses a database containing a list of available landing windows and determines the scheduled arrival time, if necessary. A landing window that is as close to the time as possible can be determined.

The method of the present invention may receive a notification indicating the time of arrival of the aircraft at a point on the predetermined route between the departure point of the aircraft and the destination airport.

The method of the present invention allows the alternative landing window to be determined based on the time the aircraft reaches a given route point, regardless of the scheduled airport arrival time of the aircraft.

The method of the present invention restarts the algorithm for allocating slots based on the aircraft's scheduled airport arrival time to look for the next alternate landing window. The next landing window may be assigned as close as possible to the scheduled arrival time within a set of available landing windows.

Any steps of a system for carrying out the aforementioned method are disclosed.

Further, the present disclosure provides a computer having non-transitory instructions which, when executed, cause a processor to execute a method for allocating landing time slots to aircraft at an airport. It relates to a computer-readable medium. This method assigns an aircraft a pre-determined arrival time window, receives a notification indicating the time the aircraft departed from the departure airport, and determines the arrival time based on the aircraft's departure time, regardless of the pre-determined scheduled landing window. decision and initiate a slot assignment algorithm to find an alternate landing window based on that airport arrival time. The alternate landing window is also as close as possible to the scheduled arrival time within a set of available landing windows. In this manner, alternate landing windows can be assigned to the aircraft.

Further, the present disclosure relates to a system comprising one or more modules having a method for allocating landing windows to aircraft at an airport when implemented. This method assigns a pre-determined arrival window to the aircraft, receives a notification indicating the time the aircraft departed from the departure airport, and determines the arrival time based on the aircraft's take-off time regardless of the pre-determined scheduled landing window. and start a slot assignment algorithm to find an alternate landing window based on that airport arrival time. The alternate landing window is also as close as possible to the scheduled arrival time within a set of available landing windows. In this manner, alternate landing windows can be assigned to the aircraft.

It should be understood that the present disclosure relates to a method for allocating landing windows to aircraft at an airport. This method assigns a pre-determined arrival window to the aircraft, receives a notification indicating the time the aircraft departed from the departure airport, and determines the arrival time based on the aircraft's take-off time regardless of the pre-determined scheduled landing window. and start a slot assignment algorithm to find an alternate landing window based on that airport arrival time. The alternate landing window is also as close as possible to the scheduled arrival time within a set of available landing windows. In this manner, alternate landing windows can be assigned to the aircraft.

The present disclosure will now be described with reference to the accompanying drawings.

FIG. 1 provides an overview of how improved aircraft landing operations at an airport can be achieved through the use of a system according to the teachings of the present invention. FIG. 2A shows an overview of the system architecture according to the teachings of the present invention. FIG. 2B shows typical phases of a flight phase using the system of FIG. 2A according to the present disclosure. FIG. 3 relates to designated airports as part of a system in accordance with the teachings of the present invention. FIG. 4 illustrates the Sign-up provisions of airlines, air traffic control, approach control and Regulatory Bodies based on the teachings of the present invention. FIG. 5 illustrates flight plan setup and plan setup with real time updates for the present invention. FIG. 6 illustrates flight plan preparation for the present invention. FIG. 7 shows the booking of a landing slot reserved for flight estimated arrival times for the present invention. FIG. 8 shows the operations performed during pushback, taxi and takeoff of a flight for the present invention. FIG. 9 illustrates how the landing window is calculated according to the teachings of the present invention. FIG. 10 illustrates the communication of the landing window to the aircraft calculated based on the teachings of the present invention. FIG. 11 illustrates how the recalculation of the landing window occurs during flight according to the teachings of the present invention. FIG. 12 illustrates the operations involved in flight arrival in accordance with the teachings of the present invention. FIG. 13 is a flowchart illustrating exemplary steps in a method for assigning landing windows to aircraft in flight in accordance with the teachings of the present invention.

Embodiments of the present disclosure are described with reference to exemplary systems and methods for assigning landing windows to aircraft in flight. It should be understood that this exemplary architecture is provided to assist in understanding the teachings of the present invention and should not be construed as limiting in any way. Additionally, modules or elements described with reference to these figures could be interchanged with other figures or equivalent elements without departing from the spirit of the teachings of the present invention. It should be understood that the following glossary of terms is provided to aid in understanding the present disclosure and is in no way limiting.

Smart Slot Operator: An operator who has mastered smart slot operation techniques.
Smart Slots: Scheduled arrival booking windows. It is unique and calculated in real time by a smart slot algorithm that incorporates real operational information combined with various information from flight operations and historical and analytical data.
Smart Slot Allocator: This is a controller that can calculate and manage smart slot allocations.
Smart Slot Database: A storage, processing and communication database for smart slot operators.
Smart Slot Algorithm: Proprietary algorithm that incorporates real-time information such as operational, flight, weather, airport, aircraft and other analytics, and crew data to calculate smart slots for individual flights.
Designated Airports: Not all airports support smart slots. A designated airport is an airport that has signed up for the smart slot process, shared relevant information, and fully subscribed to the performance of the electronic flight contract for each individual flight.
Key Stakeholders: Designated Airports, Participating Airlines, Participating Airport Traffic Control Providers, and Key Regulators.
ELCon: Electronic Flight Contract. This is an agreement between key parties that when one party achieves a performance, the other party will fulfill its obligations in terms of achieving smart slots for airlines.
WaP: Wayfinding Point. This is a navigation point determined by GPS coordinates and used in industry to manage and control airspace. There are many wayfinding points in the flight path, which airlines also use to monitor the position of aircraft in flight.
Final Approach Fix (FAF): This is the final wayfinding point (WaP) that an aircraft must pass before landing. Once the aircraft reaches the FAF, it is cleared for landing.
Slot Ladder: Available slot timings within a specific time frame at an airport. This is a feature used in the smart slot algorithm to aid in smart slot calculations.
Trigger Alert: An electronic notification is issued via the airline's operations control center when the aircraft leaves the departure airport. A smart slot specific to that individual flight is then calculated and communicated.
Real-time: In the context of this disclosure, real-time is defined as live, operational, and can have short time differences of less than 3 minutes.
ACARS: Aircraft Air-Land Data Communication System or Aircraft Communication Addressing and Reporting System. This is a digital data link system for sending and receiving short messages between an aircraft and its ground control station.

The teachings of the present invention, through the smart slot allocator system 200, eliminate the need for aircraft to park over airports. A smart slot allocator system allocates landing slots as soon as an aircraft takes off. The inventors of the system invented an algorithm that determines arrival and landing slots for in-flight aircraft based on the time the aircraft took off from its starting point. The system 200 can also take into account operational valuables such as flight conditions, weather, airports, aircraft analytics and crew data to calculate and assign smart slots. These operational variables are provided as examples only, and other operational variables may be used in the smart slot allocator 200. The smart slot allocator 200 avoids the need for the aircraft to be parked over the airport during the landing phase. As a result, the fuel consumption of the aircraft will be reduced, thus reducing air pollution and noise on landing.

The smart slot allocator 200 does not replace existing air traffic management structures (structures) currently in operation. The system 200 communicates with existing air traffic management systems to complement and assist existing systems by placing aircraft at designated ATC (air traffic control) wayfinding points (WaPs) at specific times. It was devised. As soon as the aircraft reaches the designated point at the specified time, it is granted landing clearance. From an airline's perspective, system 200 provides that solution through existing airline communication protocols. System 200 is configured to calculate smart slots upon receipt of an aircraft takeoff notification. Thus, the aircraft will start the smart slot algorithm within a predetermined time after takeoff (airborne). As an example, the prescribed time required for smart slot calculation is within 3 minutes after takeoff.

FIG. 1 illustrates an exemplary flight process according to the teachings of the present invention. Aircraft 100 uses the assigned departure slot and takes off 101 from airport 102 (here Dublin Airport). This is normal process. Aircraft 100 continues flight 103 as normal. However, when aircraft 100 approaches a particular point (initial approach fix 104), aircraft 100 is not instructed to wait 107. Rather, aircraft 100 may proceed to final approach fix 106 and land at landing airport 108, here Gatwick Airport. In short, priority landing is given to the aircraft by using the system 200 shown in the teachings of the present invention.

FIG. 2A outlines a system 200 in accordance with the teachings of the present invention. The smart slot allocator module 210 interacts with the environment of existing air management systems such as Air Traffic Control (A-MAN 212, Arrivals Manager) and airline Operations Control Center (OCC) 214. Operation of smart slot allocator system 200 will be described in more detail with reference to FIG. 2B, which illustrates an exemplary flight process in accordance with the teachings of the present invention.
Block 1 (in FIGS. 2A, 2B), the flight plan 208 is uploaded to the smart slot allocator module 210 in electronic format. This work can be completed by the airline's slot desk at Operation Control Center (OCC) 214, through web-based portals and elsewhere. Smart slot operators providing system 200 obtain relevant information from flight plans 208 and work with airport operations and air traffic management teams to secure arrival slots. Slot information is obtained from timetables published by airlines.
Block 2, aircraft 100 takes off according to normal airline, airport and air traffic control (ATM) procedures. Departure slots are usually assigned to flights, especially at IATA Level 3 and Level 2 busy airports. This is not related to arrival time, it simply causes aircraft 100 to depart according to flight plan 208 and move into its airspace.
Block 3, when the aircraft takes off (wheel up), the flight management system (FMS) installed in the aircraft 100 sends a message (alert pin) notifying the takeoff from the aircraft 100 via the ACARS communication system to the airline's Send to Operations Control Center 214 .
This alert pin is immediately relayed from the airline's OCC 214 to the smart slot allocator module 210 along with details of when the aircraft 100 took off. This confirms that the aircraft 100 has left the airport 102 and is heading for the airport 108 . Block 3a, the smart slot allocator module 210 analyzes information such as the airline's flight plan 208, flight times, and landing airport 108 conditions, and requests arrival slots based on these fluctuating information. Block 3b, A-MAN system 212 forecasts arrival flights based on published timetables. At this point there are still many unassigned landing slots. Block 3c, smart slot allocator module 210 runs an algorithm to request a particular slot from the ATM provider at airport 108 based on the airline's final flight plan 208 and the time the aircraft took off from departure airport 102 .
In most cases, the time slot is earlier than the scheduled arrival time (STA) published by the airline. This is a unique feature not offered by airports or ATM providers. To reserve an arrival slot, system 200 coordinates with airport authorities and ATM providers. Then, when the aircraft 100 reaches the designated wayfinding point (approach fix 104) at a specific time calculated by the smart slot algorithm, the aircraft 100 is granted unimpeded approach guidance. This is smart slot.

Block 4 represents the navigation phase, the longest portion of a normal flight during which the aircraft enters the navigation phase and enroute to its destination. Block 4a represents a change in the flight path of aircraft 100. FIG. For example, as aircraft 100 transits various jurisdictions, it may be instructed to change altitude or speed, which may ultimately affect arrival times. Block 4b, when any air navigation service providers (ANSP's) direct changes during flight, these directions are sent to the smart slot allocator by OCC214 via the ACARS system Returned to module 210. System 200 immediately reserves a replacement smart slot as close to the original as possible and sends it back to aircraft 100 in a real-time dynamic manner via OCC and ACARS. The captain will update the FMS (flight management system) and the aircraft will navigate approach fix 104 at the appointed time, allowing the aircraft to land on schedule.

Block 5, Approach Control issues landing clearance to aircraft that have achieved smart slot, unless an unexpected operational situation occurs. Aircraft are not instructed to wait 107 or wide area guidance.
Block 6, the aircraft 100 is cleared to land as soon as it meets the condition of reaching the approach fix 104 at the specified time. This aircraft has achieved a smart slot.
Block 7, system 200 provides aircraft 100 with an approach fix 104 point agreed upon by both the airport authority and the ATM provider. Tripartite agreements between airlines, airports and ATM providers, in the form of electronic flight contracts (ELCons) that are limited to specific flights, are the basis for SmartSlots. Once the aircraft 100 reaches the approach fix 104 at the specified time, the ATM provider will grant an airport-coordinated landing and the electronic flight contract will be established.
Block 8 , aircraft 100 is assigned a smart slot while en route to its destination and lands at destination airport 108 .
It should be appreciated that in a heretofore known traditional flight process, the aircraft 100 was parked 107 before landing. Approach control may direct the aircraft to hold until a landing slot becomes available. If an aircraft is instructed to hold, it will either maintain an air-hold status or undergo wide-area guidance until landing clearance is given. This can take up to 20 minutes, or longer depending on operational regulations on the day. It should be appreciated that the illustrated landing process according to the teachings of the present invention eliminates the need for aircraft to be parked by dynamically allocating smart slots using the system 200 in accordance with the teachings of the present invention. sea bream.

FIG. 3 illustrates exemplary steps for a designated airport as part of system 200 in accordance with the teachings of the present invention.

Block 1.1 The International Air Transport Association (IATA) regularly compiles lists of the world's busiest airports. These lists are available on their website. The list is updated annually by IATA, and smart slot operators are informed as needed in accordance with the teachings of the present invention.

Block 1.2 The smart slot operator maintains a database of airlines operating between busy airports designated by IATA. It is updated twice a year in line with airline schedule changes.

Block 1.3 The smartslot operator determines and selects suitable airports to be encouraged to join the smartslot airport network. Selection criteria are determined by the smart slot operator's commercial and operational requirements. This network is a unique collection of airports linked through the communication system of system 200 and managed by smart slot operators using smart slot allocator module 210 . There are no similar or existing connections between airports that create such a network anywhere in the world.

Block 1.4 Smartslot Operators may use airport authorities (1.5), air traffic control or airport traffic management (1.6), regulators (1.7) and electronic flight contracts (1.8) to facilitate participation of certain airlines or airports. To discuss. Such consultations are bi-lateral after reaching agreement with the individual parties.

Block 1.5 Airports contract to issue landing clearances at agreed times for arriving flights that achieve smart slots.

Block 1.6 Airport control contracts to allow immediate landing once the flight reaches the agreed wayfinding point (smart slot) at the appropriate time.

Block 1.7 The three key parties (airline, air traffic control and airport) agree that the smart slots calculated by the smart slots module 210 will be electronic flight contracts (ELCon) for individual flights. This ELCon applies repeatedly for flights between the two airports in question.

Block 1.8 smart slots do not require regulatory approval, but regulators with jurisdiction over airlines and airports are included in this partnership.

Block 1.9 Once all key stakeholders agree on this methodology and understand the concepts of both "smartslots" and "electronic flight contracts", the airport will be designated as a smartslot enabled airport. The airport therefore becomes part of the smart slot airport network.

FIG. 4 illustrates exemplary steps involved in subscribing to system 200 for airlines, airport traffic control, approach control, and regulatory agencies in accordance with the teachings of the present invention.

Block 1.9 A list of airports designated as supporting smart slots (Blocks 1.1-1.8).

Block 2.1 Airlines are selected in line with the smart slot operator's commercial and operational policies.

Block 2.2 Airline flight routes will be published to smart slot operators after negotiation with the relevant airlines. Prior to signing a contract, smart slot operators use available public information to assess an airline's requirements.

Block 2.3 Designated airports are included in the airline selection process (see Section 1 for airport determination and selection process).

Block 2.4 Local approach controls are included in this contract process. This process includes the airline agreeing that air traffic control information will be provided to the smartslot operator for the purpose of assisting smartslot calculation and execution.

Block 2.5 Smart Slots Operator negotiates with airlines the terms and conditions contained in a separate commercial agreement.

Block 2.6 Operational data solicited from key parties will be provided to smart slot operators in a pre-specified format. Take steps agreed upon by all parties to ensure that all data provided is correct, appropriate, secure and shareable.

Block 2.7 The required data is verified, tested and then uploaded to the SmartSlots database.

FIG. 5 shows exemplary steps involved in setting up and planning flights using real-time updates.

Block 2.7 The data will be uploaded to the Smartslots database and verified as fit for purpose by the Smartslots operator and key stakeholders.

Block 3.1 Airlines retrieve relevant data from the SmartSlot database and distribute it to their internal systems. The smart slot operator assists as needed, but this is the airline's business and responsibility.

Block 3.2 Airlines ensure that relevant operational departments obtain appropriate and validated data for individual flights. Relevant operational departments include but are not limited to Slot Desk, Flight Operations and Operations Control. The smart slots database is updated in real-time with any modifications or changes.

Block 3.3 Air Traffic Control retrieves relevant data from SmartSlot's database and distributes it to systems within its jurisdiction. The smart slot operator assists as needed, but this is the job and responsibility of Airport Traffic Control (ATC).

Block 3.4 ATC confirms that relevant line departments and flow management systems obtain appropriate and validated data for individual flights. Related departments and systems include, but are not limited to, Approach Control, Arrival Management System (A-MAN) and Extended Arrival Management System (X-MAN). The smart slots database is updated in real-time with any modifications or changes.

Block 3.5 Airport authorities retrieve relevant data from the smart slot database and distribute it to systems within the airport. The smart slot operator assists as needed, but this is the airport's business and responsibility.

Block 3.6 Airport authorities ensure that relevant operational departments obtain appropriate and verified data on individual flights. Relevant operations departments include, but are not limited to, schedule planning departments, ground control and apron placement departments. The smart slots database is updated in real-time with any modifications or changes.

FIG. 6 shows exemplary steps involved in flight plan preparation.

Block 4.1 Airlines prepare and publish flight plans approximately one year before flight departure. Several versions may exist before the final schedule is created. Occasionally, the schedule is revised after the final round is announced. All versions are uploaded to smart slots.

Block 4.2 The airline's operations control department develops a flight plan 208 based on generally known information such as average fuel and other load weights prior to flight departure. As flight schedules approach, known operational-related information such as weather, route congestion, and airport landing capacity may cause flight plans to be modified.

All versions of the flight plan 208 are sent to the systems of other parties involved in the flight process (route's ATC and arrival airport) and uploaded to SmartSlot's database.

Block 4.3 The smartslot module 210 (SHIFT (Global Air Traffic Management Solutions (GATMS); SHIFT Global Air Traffic Management Solution) communicates with the smartslot database and extracts the appropriate flight plan 208 from the flight plan 208 used to calculate the smartslot. The smartslot algorithm uses this information to calculate a smartslot, which is modified in real time as the smartslot database receives updates.

Block 4.4 Airlines forward flight trends and operational data to airport traffic control according to their normal procedures. The smart slot database receives this update in real time.

Block 4.5 The airline forwards flight information and operational data for the relevant flight to the arrival airport in accordance with its normal procedures. The smart slot database receives this update in real time.

FIG. 7 illustrates illustrative or typical steps involved in reserving a landing slot for a flight's scheduled landing time.

Block 5.1 The smart slot database stores a list of all available slots set by the ATC at the arrival airport. Each airport has a unique list of slots, which smart slot operators call a "slot ladder 300," which is determined by flight intervals during normal operations for that airport. (This flight interval is subject to change due to the varying operating conditions and environment of each airport that day.) All changes are uploaded to SmartSlots in real time.

Block 5.2 Slot Ladder 300 indicates expected flight landing times within a given time period. Generally, this time period is concentrated around convenient and open hours for customers, and many airlines plan to operate during the same time period.

Block 5.3 The smart slot algorithm divides flights into departure and arrival flights to secure the optimal slot for that airline.

Block 5.4 The smart slot algorithm divides flights into departure and arrival flights to ensure the optimal slot for that airline.

Block 5.5 Smart Slot Algorithm reserves airline slots at announced scheduled times. This becomes a reserved slot and is processed 24 hours prior to flight arrival. This is a unique feature made possible by the smart slot algorithm.

Block 5.6 The aircraft transmits its information to the airline's Operations Control Center (OCC) 214 as it takes off from the departure airport. This information is immediately sent as a trigger alert to the smart slot module 210, where the smart slot algorithm calculates the smart slot for a particular flight and transmits it to the aircraft in real time.

Block 5.7 Once the smart slot has been notified to the airline, an electronic flight contract (ELCon) will be established between the airline, airport and ATC. When an aircraft arrives at a designated wayfinding point (WaP) at the time specified by ATC, the airline has assumed its ELCon role, and ATC directs approach guidance for immediate landing. . This eliminates the need for the aircraft to be on hold 107 . ELCon is achieved when the aircraft lands.

FIG. 8 shows exemplary steps for maneuvers performed during pushback, taxi and takeoff of a flight.

Block 6.1 Flight completes all prescribed processes and procedures and prepares for departure. Ideally, this happens on time (STD), but even if there is a delay in departure, the smart slot is calculated after receiving a trigger alert that is issued after the aircraft has taken off, so the delay is not affected by

Block 6.2 Once all departure formalities have been completed, the aircraft is cleared for pushback by the local ATC.

Block 6.3 The ATC then notifies the aircraft that clearance to taxi has been granted to the appropriate runway.

Block 6.4 Taxing to the runway may be faster or slightly delayed depending on apron and taxiway conditions.

Block 6.5 The flight will take off as normal and will be monitored and directed by the local ATC.

Block 6.6 As the aircraft airborne from the departure airport, its flight information is sent as a message to the airline's Operations Control Center (OCC) 214 via ACARS.

Block 6.7 The airline's OCC records the take-off times of individual flights in its database.

Block 6.8 OCC's system will immediately relay that takeoff time to SmartSlot's database as a trigger alert. The smartslot algorithm calculates the smartslot for that particular flight, which is communicated to the aircraft in real time.

FIG. 9 illustrates exemplary steps involved in calculating landing time slots in accordance with the teachings of the present invention.

Block 6.8 OCC system 214 immediately communicates the takeoff time to smart slot module 210 as a trigger alert. This information is relayed in real time.

Block 7.1 The smartslot database holds the real-time data needed to calculate smartslots. Once the take-off time is uploaded, the smart slot algorithm starts the process and the smart slot is calculated. It is then relayed to the aircraft via the airline's OCC and ACARS within a predetermined time period--eg, within 3 minutes.

Block 7.2 The smart slot algorithm compares the actual takeoff time with the scheduled takeoff time to determine if the flight is on schedule or delayed. An algorithm calculates the best possible landing slot in real time based on these fluctuating information.

Block 7.3 If the flight is not running as scheduled, the smart slot module 210 references the slot ladder 300 to reserve the most available empty slot.

Block 7.4 If the flight is on schedule, the smart slot module 210 predicts the arrival time taking into account all operational changes by means of the smart slot algorithm.

The Block 7.5 Smart Slot Ladder 300 captures real-time slot availability at arrival airports during flight operations.

Block 7.6 The smart slot algorithm determines the best possible empty slot that is as close as possible to the originally scheduled slot.

Block 7.7 The smart slot algorithm determines the earliest empty slot.

Block 7.8 The smart slot algorithm keeps the first reserved slot if the earliest slot is not free.

Block 7.9 The smart slot algorithm determines the best free slot and reserves it in the smart slot database.

Slots reserved before block 7.10 are reserved by the GATMS algorithm.

Block 7.11 The best free slot is registered in the smart slot database.

Block 7.12 Once the best available slot is reserved in the smart slot database, it is officially registered with the A-MAN system 212 at the landing airport. Then, when the slot is confirmed by the ATC at the landing airport, the SmartSlot database is updated. The entire process takes several minutes and can be completed within 3 minutes.

FIG. 10 illustrates exemplary steps involved in communicating a calculated landing slot to an aircraft in accordance with the teachings of the present invention.

Block 8.1 The smart slot database is updated in real time to reflect slot confirmations by the ATC at the landing airport. This information is sent to the airline's OCC as a smart slot.

The airline acknowledges to the smart slot operator that the airline's role at ELCon is to reach a specified WaP (ie, achieve smart slot) at a specific time.

Block 8.2 The smart slot module 210 relays the smart slot to the airline's OCC for transmission to the aircraft 100 .

Block 8.3 Smart Slots are entered into the ACARS system in accordance with the airline's normal processes and in a manner consistent with existing data formats and protocols to update flight information for in-flight aircraft.

Block 8.4 smart slots are transferred to the aircraft in real time. Uploading to the aircraft is completed within two minutes after data entry.

Block 8.5 The pilot receives data onboard via the ACARS communication system. Captains can manually enter smart slot data into the flight management system (FMS).

Block 8.6 FMS adjusts the flight variables to smart slot data. This means accelerating, decelerating or changing course.

FIG. 11 illustrates exemplary steps involved in recalculating the landing window during flight in accordance with the teachings of the present invention.

Block 9.1 The smart slot system 200 monitors real-time flight trends through updates sent from aircraft 100 passing WaPs (the particular WaP is specified in the final flight plan).

Block 9.2 Airline Air Navigation Service Providers (ANSPs) may dictate changes in flight speed, altitude or course, which may impact smart slots.

Block 9.3 Any potential en-route changes will be notified to the airline's OCC according to normal procedures. OCC relays any updates to SmartSlot's database.

Block 9.4 The airline's OCC 214 notifies the smart slot module 210 of the change via the WaP monitoring system.

Block 9.5 The smart slot module 210 consults the smart slot ladder 300 to determine available arrival slot options that are the same as the first smart slot.

Block 9.6 The smart slot module 210 examines and determines if there is an earliest available slot.

Block 9.7 If there is an early empty slot, it is reserved by the smart slot module 210;

Block 9.8 If no suitable slot (early, first reserved, or first calculated smart slot) is available, the smart slot module 210 reserves the best available slot .

Block 9.9 Smart slot database confirms new slot with arrival management system (A-MAN212).

Block 9.10 Once the modified slot is confirmed, the smart slot database is updated with the new (modified) slot.

Block 9.11 The smartslot database notifies the airline's OCC of the modified smartslot.

Block 9.12 The modified smart slots are uploaded to the aircraft in real time via ACARS, and the flight variables are also changed according to the smart slot data.

FIG. 12 illustrates exemplary steps involved in the operations involved in flight arrival.

Block 10.1 When the flight finishes the cruise phase 103 the arrival procedure begins. The aircraft passes through many WaP points during its flight and reaches the WaP designated by the smart slot.

Block 10.2 When the flight reaches the designated WaP, the approach control ATC determines if it meets the smart slot conditions.

Once the block 10.3 smart slot timing has been achieved, approach control initiates a smooth landing guidance to the final approach fix (FAF) 106 for the aircraft. The time to land after passing through the WaP designated by the smart slot varies depending on the airport and the flight operation status of the day. However, this time is the shortest possible and does not unduly delay arrival.

Block 10.4 Once the aircraft has reached FAF 106, it can enter the landing posture.

Block 10.5 Aircraft landings are monitored by airport authorities in accordance with ELCon.

Block 10.6 When an aircraft arrives, ELCon for that particular flight is fulfilled.

If block 10.7 smart slot timing is not achieved, approach control determines a new landing slot for the flight.

Block 10.8 If an aircraft fails to achieve a smart slot, it may be instructed by approach control to hold or wide-area guidance. The flight will lose "priority" for not reaching WaP at the time specified by the smart slot and will be queued for landing like any other flight scheduled to land at the same time.

Block 10.9 Flight is instructed to land as normal.

Flowchart 400 of FIG. 13 illustrates exemplary steps for assigning landing windows to aircraft in flight. The method receives an aircraft flight plan (step 405), details of the aircraft's takeoff time are sent from the aircraft to operations control (step 410), and the messages are relayed from operations control to a slot allocator (step 410). Step 415), the slot allocator analyzes the aircraft takeoff time and variable information (step 420). A slot allocator then calculates (step 425) a particular time slot for the aircraft to reach a point on the given route and assigns (step 428) a landing time slot to the in-flight aircraft based on that calculation. It is.

The techniques presented herein can be embodied in dedicated hardware (such as circuits), or programmable circuits suitably programmed with software and/or firmware, or circuits that are both dedicated and programmable. Thus, it also includes a machine-readable medium storing instructions used to program a computer (or other electronic device) to carry out the process. Machine-readable medium means optical disc, compact disc read-only memory (CD-ROM), magneto-optical disc, ROM, programmable erasable read-only memory (EPROM), electronically programmable erasable read-only memory (EEPROM), Such as a magnetic or optical card, flash memory, solid state drive (SSD), or other type of medium/machine-readable medium suitable for storing electronic instructions.

The following describes exemplary systems and methods for assigning landing windows to aircraft in flight. Although the teachings of the present invention have been described with reference to exemplary situations, circumstances may change and the present teachings are not limited to the examples without departing from the spirit and scope of the present teachings.

Although exemplary system and method features have been described in accordance with the teachings of the present invention, it is to be understood that the invention is not limited to these features. The methods of the present teachings can be implemented in software, firmware, hardware, or a combination thereof. In one aspect, the method is embodied in software as an executable program and executed on one or more dedicated or general purpose digital computers. These computers may be personal computers (IBM-compatible PCs, Apple-compatible PCs, etc.), handhelds, workstations, small computers, or mainframe computers. The steps of this method can be performed by a server or computer loaded or partially loaded with software modules.

Generally, in the field of hardware architecture, such computers refer to processors, memory, one or more input and/or output (I/O) devices (or peripherals), and local interfaces. are connected so that they can communicate via A local interface is, but is not limited to, one or more buses or other wired or wireless connections. A local interface may also include other components such as controllers, buffers (caches), drivers, repeaters, and receivers to enable communication. Additionally, the local interface may include address, control, and/or data connections to enable proper communication with other computer components.

It can be programmed to perform functions with methods. A processor is a hardware device specifically for executing software registered in memory. A processor is a custom or commercially available processor, CPU, computer co-processor, semiconductor-based microprocessor (in the form of a microchip or chipset), microprocessor, or any other device that generally executes software instructions. is applicable.

Memory is coupled to the processor and can be either volatile memory elements (e.g. random access memory (RAM such as DRAM, SRAM, SDRAM)) and non-volatile memory elements (e.g. ROM, hard drive, tape, CDROM, etc.) one or a combination of these. Additionally, memory may incorporate electronic, magnetic, optical, and/or other types of storage media. Memory can also function in a distributed structure in which various components are remotely located and accessible by a processor.

The software in memory may have one or more other programs. In another program there is an ordered list of executable instructions that cause the logic functions to be performed in order to carry out the functionality of the module. In the examples described so far, the software in memory contains one or more elements of the method and is executable on a suitable operating system (O/S).

The present disclosure includes source programs, executable programs (object code), scripts, or other components that execute instructions. For source programs, the program needs to be interpreted using facilities that may not be built in memory, such as compilers, assemblers, interpreters, etc., to work properly with the O/S. Further, methodologies implemented in accordance with the teachings of the present invention can be implemented in (a) an object-oriented programming language with classes of data and methods, (b) routines, subroutines, and/or other procedural programming languages such as, but not limited to No, but can be expressed in C, C++, Pascal, Basic, Fortran, Cobol, Perl, Java, and Ada.

Note that the software may be recorded on any recording medium or any other computer-related system or method may be used to perform the method in software. In the teachings of the present invention, a computer storage medium is an electronic, magnetic, optical or other device carrying or storing a computer program for use by or in conjunction with a computer-related system or method. and methods. This mechanism can be implemented using a recording medium. use or use instruction execution systems, devices, or devices, such as computer-based systems, processor-based systems, or other systems capable of reading and executing instructions from a system, device, or device that executes instructions; It is possible to implement it in cooperation with In the present disclosure, the term "computer storage medium" refers to means capable of recording, communicating, transmitting or transferring a program using or associated with an instruction execution system, device or device. be. A computer storage medium is, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared or semiconductor system, device, apparatus or propagation medium. The process descriptions and blocks in the figures represent modules, segments, or portions of code containing one or more executable instructions for performing specific logical functions or steps of the process.

The foregoing detailed description of the present disclosure is not exhaustive or limited to only what is disclosed. Although the present disclosure has been described above with specific examples for purposes of illustration, it should be recognized that various modifications are possible within the scope of the present disclosure. For example, although the processes and blocks are described in a particular order, alternative embodiments may perform routines in a different order or using a system having blocks. Also, some processes or blocks may be deleted, supplemented, added, moved, split, combined, and/or modified for different combinations or subcombinations. Each of these processes or blocks can be implemented in various alternative ways. Further, although the processes and blocks are illustrated herein as executing sequentially, they can also be executed and implemented in parallel or at different times. Process or block results can be recorded on a non-persistent storage device to increase throughput and reduce operating requirements.

Generally, terms used in the appended claims are defined in terms of the particular examples in which the disclosure is herein disclosed, unless the above detailed description clearly defines such terms. It should be understood that it is not limiting. Accordingly, the actual scope of this disclosure is not limited to the disclosed examples, but rather includes all equivalent ways of practicing or implementing the disclosure within the scope of the claims.

In accordance with the foregoing, although specific embodiments of the present disclosure have been set forth herein for purposes of illustration, it should be understood that various modifications can be made without departing from the spirit and scope of the present disclosure. Accordingly, the disclosure is not limiting.

As used herein, the term comprises/comprising identifies the presence of features, integers, steps or components referred to herein, although one or more does not exclude the presence or increase of features, integers or integers, steps, components or groups thereof.

1-8: Blocks 100: Aircraft 101: Takeoff 102: Airport 103: Operate as usual 104: Initial Approach Fix (IAF)
106: Final Approach Fix (FAF)
107: Standby, Arrival Manager 108: Landing Airport 200: Smart Slot Allocator System (System)
208: Flight Plan, Flight Plan 210: Smart Slot Allocator (Module)/Shift Global Air Traffic Management Solution (GATMS) Database 212: A-MAN, A-MAN System 214: OCC (Operation Control Center)
300: Ladder, Smart Slot Ladder 400: Flowchart

Claims (24)

A computer-implemented method for allocating landing window slots to aircraft in flight, comprising:
a procedure for receiving a flight plan that identifies designated airports that have agreed to fulfill a flight contract and approach fixes for said designated airports of said transit confirmation points for said aircraft;
Sending a message from the aircraft to an operations controller including details of the time of departure to allocate a slot for the landing window at the designated airport based on the time the aircraft took off from the departure airport and the flight plan. and
a procedure for relaying the message from the operation controller to a slot allocator comprising (1), (2), and (3) below ;
(1) a block requesting arrival slots at arrival airports included in said designated airports based on said flight plan;
(2) A block that predicts the flight time based on the operational flight plan of the airline that has announced the specific flight with the flight date and time;
(3) a block requesting a landing slot from a landing airport included in the designated airport based on the time of departure at the departure airport;
the slot allocator analyzing variable information from the flight time and the flight plan ;
the slot allocator calculating a specific time window for the aircraft to reach the point of the approach fix on a given route;
assigning a slot for the landing window to the aircraft in flight based on the calculation;
A computer-implemented method comprising:
2. The method of claim 1, wherein the landing window is assigned within a predetermined time period after the aircraft has taken off.
3. The method of claim 2, wherein the landing window is assigned within three minutes after the aircraft takes off.
4. A method according to any preceding claim, further comprising reassigning the landing window if the aircraft is not expected to reach a predetermined route point at a particular time.
5. The method of claim 4, wherein the landing window is reassigned in response to changes in variable information.
6. The method of claim 5, wherein the variable information comprises at least one of weather airspace congestion, operational delays, or medical emergencies, or other variable factors.
7. A method as claimed in any preceding claim, further comprising the step of indicating that the aircraft is at a predetermined route point within a specified time.
8. A method according to any one of the preceding claims, further comprising the step of instructing the aircraft to land at the destination airport within the allotted landing time without waiting.
9. A method according to any preceding claim, further comprising assigning an initial landing window to the aircraft prior to takeoff.
10. The method of claim 9, wherein the arrival time of the aircraft is determined by analysis of the slot allocator independently of the initial landing window.
11. The method of claim 10, further comprising initiating an algorithm to search for an alternate landing window among the multiple available landing windows.
12. The method of claim 11 , wherein the assigned landing window is determined by the algorithm.
2. The method of claim 1, further comprising receiving a notification indicating the arrival time of the aircraft at a predetermined route point.
14. The method of claim 13, further comprising determining the assigned landing window based on the arrival time of the aircraft at a given route point independently of the scheduled landing time of the aircraft. Method.
15. The method of claim 14, further comprising resuming an algorithm for allocation by the slot allocator to search for alternate landing slots while the aircraft is in flight.
A system for allocating landing window slots to aircraft in flight, comprising:
means for receiving a flight plan that identifies designated airports that have agreed to fulfill a flight contract and approach fixes for said designated airports among said transit confirmation points for said aircraft;
Sending a message from the aircraft to an operations controller including details of the time of departure to allocate a slot for the landing window at the designated airport based on the time the aircraft took off from the departure airport and the flight plan. a means for
means for relaying the message from the operations controller to a slot allocator comprising (1), (2) and (3) below ;
(1) a block requesting arrival slots at arrival airports included in said designated airports based on said flight plan;
(2) A block that predicts the flight time based on the operational flight plan of the airline that has announced the specific flight with the flight date and time;
(3) a block requesting a landing slot from a landing airport included in the designated airport based on the time of departure at the departure airport;
said slot allocator means for analyzing variable information from said flight time and said flight plan ;
said slot allocator means for calculating a particular time frame for said aircraft to reach said approach fix point on a given route;
means for allocating slots in the landing window to the aircraft in flight based on the calculation ;
A system characterized by comprising :
17. The system of claim 16, wherein the landing window is assigned within a predetermined time period after the aircraft has taken off.
18. The system of claim 17, wherein the landing window is assigned within three minutes after the aircraft takes off.
19. A system according to any one of claims 16 to 18, further comprising means for reassigning landing windows if the aircraft is not expected to reach a given route point at a particular time.
20. The system of claim 19, wherein the landing window is reassigned in response to changes in variable information.
21. The system of claim 20, wherein the variable information comprises at least one of weather airspace congestion, operational delays, or medical emergencies, or other variable factors.
22. A system according to any one of claims 16 to 21, further comprising means for indicating that the aircraft should be at a given geographical location within a specified time.
23. A system as claimed in any one of claims 16 to 22, further comprising means for instructing the aircraft to land at a destination airport within the allotted landing time without waiting.
A storage medium product carrying program code that, when executed by a processing device, enables the processing device to:
Receiving a flight plan identifying a designated airport at which the aircraft has agreed to fulfill a flight contract and an approach fix for said designated airport among transit confirmation points for said aircraft ;
Sending a message from the aircraft to an operations controller including details of the time of departure for allocating a slot in the landing window of the designated airport based on the time the aircraft took off from the departure airport and the flight plan . thing,
relaying the message from the operations controller to a slot allocator comprising (1), (2), and (3) below ;
(1) a block requesting arrival slots at arrival airports included in said designated airports based on said flight plan;
(2) A block that predicts the flight time based on the operational flight plan of the airline that has announced the specific flight with the flight date and time;
(3) a block requesting a landing slot from a landing airport included in the designated airport based on the time of departure at the departure airport;
the slot allocator analyzing variable information from the flight time and the flight plan ;
the slot allocator calculating a specific time frame for the aircraft to reach the point of the approach fix on a given route; and
Allocating slots in the landing window to the aircraft in flight based on the calculation.

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